Carbureter.



No. 700,777. Patented May 27, |902.

E. R. INMAN. 3'

GARBURETER. (Application led Apr. 19, 1899. Rene`wed Oct. 2, 1901.)

(llo Model.)

mi mams PETERS c'o.. PHoToLnuc.. WASHINGTON. u. c.

UNITED STATES PATENT OEEICE.

EDWARD R. INMAN, OF TIPTON, INDIANA.

CARBURETER.

SPECIFICATION forming part of Letters Patent No. 700,777, dated May 27,1902.

Application filed April 19, 1899. Renewed October 2, 1901. Serial No.77,316. (No model.)

To all whoml it may concern:

Be it known that I, EDWARD R. INMAN, of Tipton, in the county of Tiptonand State of Indiana, have invented new and useful Improvements inCarbureters; and I do hereby declare the following to be a full, clear,and exact description of said invention, reference being had to theaccompanying drawing, and to the figures of reference marked thereon,which forms a part of this specification.

My invention relates to improvements in carbureters to be used inconnection with gasengines and will be fully understood by a referenceto the accompanying drawing, in which the figure is a central verticalsection.

The same figures of reference indicate identical parts throughout thedrawing.

The object of my invention is to provide a 'carbureter by means of whichthe combusted exhaust products of a gas-engine are utilized for thepurpose of heating the carburetingchamber and the oil which isintroduced therein for the purpose of forming gas and vapor.

I am aware that many forms of carbureters are in use which employ theexhaust of a gasengine as the heating agent; but all of these, so far asI am aware, are intricate constructions, consisting of hot plates or aseries of pipes which are difficult and expensive of construction andare objectionable in the fact that the plates or pipes aforesaid sooccupy the carbureting-chamber that not enough space is left for gas,thus causing the ready supply of such gas to be meager and insufficient,and, further, that the air-passage through such pipes or plates is socircuitous that the efficiency of the gas-engine which is supplied bythe carbureter is greatly reduced because of the impossibility ofobtaining a sufficient charge through passages that are thus obstructed.To overcome all of these difficulties and objections is the object of myinvention.

My device consists of a carbureting-chamber 1,.located within a largerchamber,which is termed the exhaust-chamber, 2. The walls l of thecarbureting-chamber converge toward the bottom or downwardly, so that aconical chamber is formed with the smaller area at the bottom. Aroundthe outside of and at a short distance below the top edge of the Walls 1is formed an annular horizontal flange 3, and thus a dam 4 is formed bythat portion of the wall l which extends above the flange 3.

Above the carbureting-chamber is placed a cover 5, which has at itslower edge a horizontal flange 5', which is coincident in diameter withflange 3, on which said flange 5 sits. The inner diameter of cover 5 isseveral inches larger than the outer diameter of dam 4., so that atrough 6 is formed between the outer face of dam 4 and the inner wall ofcover 5. Trough 6 is the initial receptacle for oil as it enters thecarbureting-chamber through a pipe introduced at the port 17. As thetrough becomes filled with oil said oil overiows daln 4. in a thin equalsheet, and thence down the converging Walls of the carbureting-chamber 1and is heated by the walls l', which walls receive their heat from thecombusted exhaust products of a gas-engine as they enter chamber 2 atthe port 7, into which port 7 the exhaust-pipe of a gas-engine isintroduced. By this construction the walls alone of thecarbureting-chamber are caused to heat the oil by direct contacttherewith, and to thus perform the functions which, according to thebest of my information and belief, have heretofore been accomplished bya complicated series of plates or pipes of various forms andcombinations. Hence the comparative simplicity of my device is obvious,a simple, free, and unobstructed carburetingchamber being one of thevaluable features of my invention. As the exhaust enters port 7 it meetsthe pointed diverging conical bottom 8 of the carbureting chamber, whichpoint is located centrally over port 7. By this construction the exhaustis evenly deiiected about the chamber l, and its walls l are therebyuniformly heated. As a further means of causing an equal distribution ofthe exhaust about the walls of the chamber l the escape-port 9 at thetop of the exhaustchamber 2 is of considerably greater circumference,but equal in its combined area, to the area of port 7, whichnecessitates the'escape of the exhaust throughout the entire area ofsaid escape-port 9 and further serves to cause the exhaust to impingeclosely about the exterior walls of the carbureting chamber,

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whereby the heat of the exhaust is utilized to the fullest extent. Port9 communicates with an annular channel 10, extending entirely around theoutside of chamber 2 and beneath trough 6, whereby heat is also appliedto the bottom of said trough for the obvious purpose ofheatiug the oilat this point. A port 11 is formed in the outer wall of channel 10 forthe iinal exit of the exhaust.

In cover 5 are formed two ports 12 and 12', which serve as an inlet forfree air and an outlet for carbureted air and either of which may servethe respective purposes specified.

From the bottom of the carbureting-chamber 1 a pipe 13 leads through thewall 2 of the exhaust-chamber, said pipe being the means whereby oil iswithdrawn from the carbureting-chamber.

For the purpose of heating the carburetingchamber preparatory tostarting an engine gasolene may be poured into the bottom of theexhaust-chamber 2 through the opening 14, provided for this purpose,then ignited and permittedlto burn, when the walls of thecarbureting-chamber 1 will become sufficiently hot to generate gas whenoil is introduced into said chamber.

The outer wall of channel 10 is provided at its upper edge with anoutwardly-projecting annular flange 15, which flange is equal indiameter to flange 3 of the carbureting-chamber and also to ange 5 ofthe cover, said flanges respectively forming the means wherebyv thevarious portions or elements of my device are secured together by thebolts 1G.

When my device is attached to a gas-engine for operation, the inlet airor gas port to the cylinder of said engine is put in communication withthe carbureting-chamber' by means of a suitable pipe leading'into port12 or 12', and as air is drawn through the chamber 1 a sufficient amountof vapor is mingled with it to produce an explosive mixture and suitableoperating medium for a gas-engine.

It should be understood that the oil to be used with my device should beof a volatile nature and preferably crude petroleum fresh from the welland of at least 38 gravity. Such oil is introduced to the receiving anddistributing trough 6 through the pipe at 17 and as said trough becomesfilled the oil iiows over the dam il in a thin and equal sheet and downthe converging walls 1' of the generating-chamber, which oil thusbecomes heated and vaporized, and the vapor rises into the cover 5 (thespace in the cover being understood as being included, practically, as aportion of the generati u g-chamber) and there mingles with the air asit passes through the ports 12 and 12.

It will be readily seen that by the construction herein shown anddescribed a carbureting-chamber may be formed of ample capacity,efficient in operation, and the passage of air through the same is easyand unobstructed. My device also serves as an effectual muffler to thenoise of the exhaust of a gas-engine, the escape-port 9 at the top ofthe exhaust-chamber being the main feature which conduces to this end inthat it causes a dissipation or separation of the body of the exhaust insuch a manner that the inal escape of said exhaust into the atmosphereis comparatively gradual or prolonged over what it would be were itpermitted an unobstructed escape, and, further, the exhaust beingcompelled to escape through the whole area of the escape-port 9 (byreason of the area of said escape-port being equal to the area of port 7aforesaid, by way of which the exhaust enters said chamber) that portionof the exhaust which makes its exit through port 9 at or nearest thepoint of location of port 1l escapes earliest to the atmosphere, Whilethat portion of the exhaust which makes its exit through port 9 at thefarthest point from port 11 escapes latest to the atmosphere. It istherefore evident that the exhaust is so dissipated as to be deprived ofits force and detonation as it escapes to the atmosphere.

Having thus described my device, what I claim as new, and desire tosecure by Letters Patent, is

1. In a carbureter for gas-engines, an open, unobstructed carburetingchamber with downwardly-converging walls, air-ports leading to and fromsaid carbureting-chamber, a receiving and distributing trough located ator near the top of the converging Walls of said carbureting-chamber,means of introdu cing oil to and withdrawing same from saidcarbureting-chamber, an exhaust-chamber of larger diameter than, andreceiving said carbu reting-chamber, an annular escape-port at the topof said exhaust-chamber, an annular channel formed about the top of saidexhaust-chamber, into which said escape-port leads, a port in the outerwall of said channel, means of admitting the combusted, exhaust productsof a gas-engine` to said exhaust-chamber, means of generatingpreliminary heat in the exhaust-chamber, about the walls of thegenerating chamber; all constructed, combined and operatingsubstantia-lly as shown and described.

2. In a carbureter for gas-engines, a carbureting-chamber withdownwardly-converging walls, an oil receiving and distributing troughlocated at the top of said carbureting-chamber, a cover superimposedabove said carbureting-chamb'er, ports in said cover, adapted for thepassage of air therethrough, an exhaust-chamber adapted to receive andenvelop said carbureting-chamber, a port leading to saidexhaust-chamber, a passage leading from said exhaust-chamber of greatercircumference than and of the same area as said inlet-port, allconstructed and combined substantially as shown and described.

3. In a carbureter for gas-engines, the combination of anexhaust-chamber, an inlet-port leading to saidchamber, an escape-portleading from said chamber, an annular channel formed about said exhaustchamber with IOC IIO

In testimony whereof I affix my signature in presence of two witnesses.

EDWARD R. INMAN.

which said escape-port communicates, a port communicating from saidannular channel to the atmosphere; all so combined, located andproportioned as to deaden or muffle the sound of the exhaust of thegas-engine to which said carbureter is attached, substantially as shownand described.

Witnesses:

IRA M. OBANION, SOPHIA WOODRUFF.

